B737 NG flight crew reported non standard communication procedures between the flight deck and the push back ground crew. Lost comm and non standard hand signal use created an unsafe situation during push back and aircraft release. In the end the task was completed without incident.
Synopsis
B737 NG flight crew reported non standard communication procedures between the flight deck and the push back ground crew. Lost comm and non standard hand signal use created an unsafe situation during push back and aircraft release. In the end the task was completed without incident.
Narrative
We initiated push back with the Tug Driver connected via a bluetooth headset. There had been challenges establishing communication before push back; but we thought we were all connected and able to communicate. At some point during the push back we lost communication. Shortly after we reached the disconnect point; one of the pushback crew members went to the First Officer's side to initiate hand signals. There had been no briefing between the Ground Crew and cockpit before doing so. The Ground Crew member signaled for us to set the brakes. My attention was out front on the signal man who was displaying the crossed wands; as I was expecting. While I was looking out front; the Copilot mentioned that a crew member was on his side asking for us to set the brakes using hand signals. As I looked across at him; I saw him return the 'brakes set' hand signal. At that point the brakes were not in fact set. Before I realized exactly what was happening; I felt the electro-tug begin to drop the plane; and I set the parking brake at that point. As I write this I'm realizing how lucky we all were that I had not been cleared to start engines before this situation occurred.From there; the Ground Crew took it upon themselves to back the electro away without giving any further guidance about engine start. The signal man seemed confused and eventually gave the 'aircraft clear' signal. I ultimately received clearance for engine start by waving my hands around enough to get one of the crew members attention; who then cleared me to start both engines. The rest of the start up process unfolded without further incident.After starting both engines; but before moving the aircraft; I elected to have a conversation with my First Officer and the Jumpseater; who happened to be a captain with extensive 737 experience. We all agreed upon what had just happened; and that all things considered (no apparent equipment damages; no injuries; just a lot of confusion and non-standard procedures) it was safe to proceed. The rest of the taxi out and takeoff process unfolded without further incident as well.
Second reporter narrative
The event occurred on pushback in ZZZ. Prior to pushback we were delayed for late flight attendants from ZZZ1 and then delayed further when the flight attendants informed us all of the meals for first class were on broken china. At that point my Captain; who was already frustrated with issues in ZZZ became more frustrated and disappeared to buy first class passenger meals on his own dime. Upon his return he was clearly upset with the delay and how things were being handled and I tried to help the situation where I could by getting the ball rolling on getting us out. On pushback from Gate XX in ZZZ the Ground Crews headset malfunctioned and they could no longer hear the Captain. The crew was asking for the brakes to be set but could not hear the Captains response. After 5 minutes of increasing frustration between my Captain and the Ramp; clearly heard in their voices; a ramper came to my side of the airplane and gave a brakes set hand signal. I looked over at my Captain and said they are giving a hand signal to set the brakes as I gave them a signal back; to which the crew disappeared under the nose of the plane. Instantly; based on my Captains reaction I knew I had made a mistake and contributed to the breakdown in communication. He did not set the parking brake as hand signals are only to be used if they have been previously briefed between ramp and crew; something I didn't have knowledge of until my Captain and I thoroughly debriefed later. In the moment I was in a stressful situation and thought I was helping when rampers came to my side of the airplane with that signal; but I realized on my own and later during the debrief that I contributed to what could have been a dangerous situation had the aircraft started to move and that it was in part due to my failure to not ask or communicate with the Captain before giving any kind of signal back; or trying to get them to go to the Captains side instead. That is; after all why the Captain communicates with them; not the FO (First Officer). In this case nothing happened and we were able to verify visually that all comms and the bypass pin had been removed from the aircraft; we conferred and agreed we could taxi safely and the rest of the flight was uneventful. The Captain and I thoroughly debriefed the event after our duty day that evening.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.